Train-control system



June 1927' A. B. KENDALL ET AL TRAIN CONTROL SYSTEM 2 Sheets-Shet 1 Filed Dec. 19, 1923 Bra/re Control (in; Magnet INVENTOR Allen ZlTend a/ZZ Beh 'e z mzn WMewel v ATl'ORN 5 June 7, 1927; 1,631,597

A. B. KENDALL ET AL TRAIN CONTROL- SYSTEM Filed Dec. 19. 1923 2 Shoets$heet 2 a; Q .3 l E g [1 31; g g a N fi a P Q INVENTOR Y K AZ Zen If: n d-a/H/ 5022 79212112 WMezsel ATTORPQE Patented June 7, 1927.

seeman t ,SY-STEMJ Application filed December 19,1933. Serial No. 681,569,

mechanism for governing the operation of the train is automatically controlled by roadside mechanismoperable in accordance with roadside conditions in such, a manner-that the running operation of the train under unsate tratfic conditions is made dependent only upon such traffic conditions, and in which the cooperative control by the engi neman is made necessary so as to supplement the-automatic control for producing the proper dispatch in the movement ot'trains. I 1

A further and more specific object of our invention includes the provision-0t a train control system in which the train carried and roadside mechanism cooperate to produce train indications in response to clear, -cau-' tlon and danger cond1t1ons', and 1n Which.

the movement of the train is cont-rolled each time that the train carriedmechanismpasses a roadside control station imposing a restrictive running condition, the train-being so controlled as to bring the same to a halt when the restrictive condition is either a =caution or danger condition, the restrictive imposed condition being, however,

modifiable by the intervention'of the engine man to permit continued movement of the train under arestrictivespeed.

' ie-still-further and ancillary object of the invention comprehends the provision of a system ofthe nature referred tovinwhic h a unanua'l operation on the part ofthe engine man is necessitated when the train carried mechanismis changed in response to the-indications of the roadsidemechanism and in which such manual intervention becomes ettective jonl'y after the vehicle carried mecha nismhas been changed and after the movement of-the vehicle has been reduced to a permissive speed. v I l 'll'o the accomplishment of the foregoing and such other objects as mayhereina-tter appear,our invention consists in the ,ele-

ments and their relation on iv to the other, as hereinafter particularly described and sought to be defined in the claims, reference being had to-the accompanying drawing showing the preferred embodi and in hich:-

' Fig. 1 is a diagrammatic view showing the were "sitar-es -fc t'ric,.ng

L EN B ENDALL or N A we, Matthew W- ME E or assrwoon' NEW YORK, AsSI noRs rorri-nnnemy nnarrcns coMrenY, INQ, OF NEW1 ment of our invention,

vehicle carried apparatus and circuits" and part of the roadside apparatuscooperating therewith, and

Fig. Zis' a diagrammatic View of a modi iication thereof. 7 I i Int-he train control system of our present invention, for directly controlling the move ment of the train there is provided an electrically operateddevice for controlling the operation of the air brakesystem, the said device being under the'control of cooperatw ing train and roadside mechanism and being operatedthere'by in accordance vvlth road.-

side conditions, --.The electrically operated device comprises in the preferred construe tion an electromagnetlO which controls the operationot a. combined reservoir and brake valve of'the type disclosed in the patent to A; G. Shaver, No. 1,411,526 of April 4, 1922, and in the copending. application of'Allen' B. Kendall, Ser. Nofitd-gfitdof Feb. 7, 1921', the-saidreservoir and brake valve function:

ingupon the deenergization of the electromagnet 10 forcuttingoit the supply of air fmmthe. n reservoir of the an brake system to the :engineinans brake ,valveand for opening the train pipe to exhaust, the

electromagnet 10 being'cnormally energized For normally controlling the operation of ergized as under clear roadside .condi to ho'ld openthegcommunication betweenzthe nialn reservoir and the 'enginemans brake valve andtoclose thetram pipe to exhaust.

tions by a train carried source of energy such: as tlie-ba-tteryll, the said circi'litu "T eluding the resistance 1', conductors 12 and 13, a movable make and break indicating means 14 whlch 1s operable in response-to roadside conditions as will be detailed here inafter to assume any one of the three p sitions a, b and c, the full line inclined position a corresponding'to the normal or clear position, the inclmed dotted position Z2 corresponding to one 01": the non-clear positions suchas the caution position, and.

the vertical dotted lineposition o'correspondmg to another non-clear such as the danger position, the said circuit further including the conductors 15, 16 and 17, electromagnet 10, and conductors 18, 19and-20. Under normal or clear condlt-lons with ;the indicating means 14 in'the position a,

the brake controlling magnet is energized to permitthe vehicle to proceed. V

3 To operate the brake C01'lt1'0lll11g magnet 10in response to and in accordance With roadside or traiiic conditions, there are provided cooperating train and roadside mechanisms Which function to cause the make and break indicating means 14 and also a make and break indicating means 14 shown in Fig. 1 to be operated selectively to the positions 11,0; 1), b; and 0, c; the position 'afoii'the make and break means 14 being that assumed under clear conditions corresponding to the position a oi. the make and break means 14, the position I) being that assumed under. caution conditions,

and the position 0 being that assumed under danger conditions. I d V v VThe train and roadside mechanisms for controlling the action out the indicating make and break meansinclude the provision of a roadside energy transmitting means Which in the present form of our invention com- I make and breaklmeans'14,14f.

- .The indication selector I preferably comprises a unit such as is disclosed in the co-,

pending application of Theodore Bodde, Ser. No. 634,059,0f Apr'il 23, 1923, the indication selector comprising a stator 23 and a rotor 24 movable into any one of three positions for operating the make and break means 14,14, said positions including the normal position 0?, the.caut1on position b and therdanger. position 0 corresponding 1 to'the positions a, b and cslmultaneously assumed by the make and break means 14, the

position a being produced by energizing the stator magnet 23 wlth acurrent of a given polarity, the position .72 being assumed by energizing the stator magnet With a current of a reverse polarity, and the positlon c being assumed When the magnet is unenerg zed. The indlcatlon selector further includes a locklng device 25 controlled by an electromagnet 26 and-operative for engaging a notch 27in the rotor 24 to lock the same in the neutral or danger position.

The. electromagnets 23 and 26 are arranged'in series and connected in a partial circuit to the shoe 22 and to the frame of the vehicle reprei'ented by the ground connection 28 by means of the conductors 29 and 30 respectively, the construction being such that when the shoe 22 rides the ramp 21 the said partial circuit will cooperate with a roadside partial circuit (not shown) con-- nected to the ramp 21 and to the rails, as is disclosed for example in the application of A. G. Shaver Seixlio. 292,548, filed May'25, 1919, the cooperation being such that under normal or clear roadside conditions the ramp 21 Will be energized by current of a given polarity to correspondingly energize the stator magnet 23, and under an unclear such as a caution conditionthe ramp 21 will be energized by current of an opposite,

polarity to correspondingly energize the magnet 23, and under a danger roadside condition the ramp 21 will be deenergized so that-the magnet=23 is unenergized When the shoe rides the ramp,

For holding or maintaining the rotor 24 of the indication selector and the make and break means 14 and 14 in the positions to which these parts are actuated when the shoe moves over the ramp,*the indication selector includesa holding circuit Which is: broken When the shoe moves over the-ramp to per-- mitfreedom of action of the moving parts inv response to energization of the stator magnet 28, and which is closed When the shoe disengagesthe ramp, the said holding .circuit comprising an electromagnet 81 having the pole pieces 32 and 83 selectively operable for cooperating with the armature -34 of the rotor 24to hold the same in either the positions (1?. or 6 the holding circuit further including the conductor 35, the relatively; stationary contacts 36 and 37lnormally bridged by the-conducting piece fixedto and movable With the shoe 22, conductorsfit), 40 and 20, battery 11, resistance 0", conductor 12, conductors 41 and 42,,relatively stationary contacts 43 and 44 normally bridged by the conducting piece .45 Which is also fixed to and movablervvith'the shoe22, and conductor 45 connected to the holding magnet 31. J'This circuit is normally closed as traced, and whenlthe shoe engages'the ramp the circuit is broken at thecontacts '36'and 44 toeifect the; deenergization of the holding magnet 31 and permit the freedom of motion and operation of the rotor by the action-of the magnet 23-. 7 hen the shoe leaves theuranip this circuitis again closed atthe contacts 36'and'4H fo r'reenergizing thehoiding magnet 31 to holdthe, armature 34 in either the position a or b to which it I the system. To compel alertness, it is contem plated by the present invention to produce an automatic operationtofbring the Vehicle to a low restrictive speed condition such as a halt or stop whenever'an unsafe such as a caution or danger indication is received by the vehicle mechanism, this automatic stop being produced irrespective of' the speed of the vehicle when passing such an indication ramp, the stop for this con dition, however, being preventable or modifi-able by the engineman to permlt the train to proceed under a restrictive speed. In

the system of our present invention, it is furthermore desired to permit modification of the condition imposed by the roadside mechanism when and only whena change of indication has been received'rby the vehicle carried mechanism combined with a reduc,

tion of the speed of the vehicle to or below dication. v I V For producing this operation when" a been entered, and more specifically when the indicating means 14, 14' is moved from the clearposition a to the caution position b, weprovide ,a medium permissive speed control circuit for controlling the operation of the brake controlling magnet 10, this circuit being under the control of a speed controller 46 operable in. accordancewi-th the speed of the Vel1ic le,,tl1e circuit being further under the control of the make and break indicating means Hand of a contact mechanism 47, the-circuit comprising battery 11, the resista'nce' r ccnductors 12 and 13 indicating means 14in the position b,

conductor 48, medium speed, contact d9 closed by thecontroller 46 when the speed of the vehicle reaches a medium permissive speech-common contact 50, conductor 51, conductorfl52, a switch inechanism53 provided for .a purpose which will appear more indetail hereinafter, conductor 54, conductors 55 and ,56, contact mechanism 4 7 normally cpen, front contact 57, conductor 58,3, relay by placing the electromagnet 10 inparallel 59,-cond uctor SQ- and" conductors 1 9 and V This "circuit 1 under clear running conditions isopen at the in-dicatingmeans 'l l'and at the contact mechanism and when the train is running above the mediu n permis- 'SIVB' speed permitted under clear running conditionsis also open at the contact. 49. It will beapparent with this clrcuit ar- I rangement that when the indicating" means l i'ismoved to the caution position 'bQand when the speed of the train has beenredujced to the medium permissive speed, I the circuit will be inya condition to-be closed upon-the closing of the contact mechanism 47, 5 and that tl1e C11C 1llt Wll l be maintainedclosed by the continued "energiz'ation oi the relay '59; the said 'relayin association with the contact mecha'nism' comprising a stick relay; v I

This 'mediu'mspeed control c1rcu1t 0011- trol's the el'eQtrOmagnet'IO so t'hatit the circuit is closed and maintained closed, the e'leetromagnet 10 will he energized to permit the train to proceed, this being accomplish-ed witlr'the'relay 59 and contact mechanism 4 t 57'by'means' of the conductor 18, conductor 17, conductor 361 21 contact mechanism 62 connected mechanically to-the con-tact mechanism 47 by a stem-'63, a" front contact 64,

and conductor 65; Thus upon the closing out the contact mechanism 47, 57 ,"the con-tact mechanism 62,164 will also be closed and the brake controlling magnet sm energized. ivi'ththe p-rovision of this medium speed control means forthe electromagnet 10, it

will befmanifest tha't'when the vehiclecarr1ed shoerides a caution ramp,'the'nor a permissive. speed correspondmg'to the in- I mal controlcircuit for the electromagnet 10 will be'br oken by the change of indication, I g of the make and break'means 14; from posicaution block is beingapproached orfhas ation, however, may be 'forestal'led'or moditied by the engineman if'he is alert, and provrded he is-acting in conformitycw'ith roadside requirements by reducing the speed of the. train to or below'the medium speed limit, the reduction of'the speed of the train closing the medium-speed control circuit at the contact 49 and the alertness of the en gineman consisting in his intervention by the manual operationoflthe contact mechanisms 4;? and '62 tocircuit vclosing position. It will'v'be evidentdhowever, thatythe' meidiumi speed control circuit cannot be closed unless the "reduction of the speed ofLt-he train and the'manual"intervention arelcomloinedwith the change of indication ofthe indication selector so thatffor'estalling or modif ying, the operation of' the brake con trolling magnet ispossible only during the t me when Drafter theshoerides the'iramp fan . and after the speed ofthe train has been reduced to a safe or permissive speed. It will also be'app'arent that if thisspeed is exceeded the contact 49 will be opened, opening and maintaining open the medium speed circuit at the stick relay mechanism, necessitating the further. manual intervention of the engineman after the speed has again danger position, we provide a low per-' YIDISSIVG speedcircuit for controlling the op eration of the .electro-magnet 10, this circuit comprising the battery 11, resistance 7, conductors 12 and 41, Contact 66, the indicating means 14 which is open in positions a or Z) and which is closed only in the position 0 when a danger indication has been received, contact 67, conductor 68, low speed 1 control contact 69, speed controller 46, common contact 50, conductors 51 and 52, switch means 53, conductors 54, 55 and 56, contact mechanism 47, 57 normally open, conductors 58, relay 59,, and conductors 60, 19 and 20.

This circuit, it will be noted, is similar to the medium speed control circuit so that whei'i a-danger indication s received the electromagnet 1Q will be deenergized by the opening of the indicating means 14 to bring the Vehicle to a haltin the absence of any intervention on therpart of the engineman, .andithat such intervention will forestall or modify the automatic controland permitthe vehicleto proceed under a restrictive speed provided that the indicating means 14" has .ibeenmove'd to thedanger position 0, and

provided further that the speed of the train has been reduced to the low permissive speed for closing the speedcontroller contact'69.

- It will-be further evident that by the manual intervention ofthe engineman and the operation of the contact mechanism, 47 and :62,; the train is' placed under the control or the low permissive speed so that the train is permitted to proceed only when running'at or below the low permissive speed, and that spective of the speed of thevehicle the sig- --'nalling means Will beiunenergized, since if thi-s'speed is exceeded, the contact 69 will be opened, opening and maintaining open the low speed circuitat the stick relay mechanism,;necessitating the further manual iiiterventi-on of the engineman afterthe vspeed has again beenreduced. f a 1 The automatic-manual control above de scribedisalso produced when the change-of indication .'is from, caution to danger? VVheiifthisgchange of indication is effected,

the-indicating means 14 moves frointhe position bto 0, opening the medium speed control circuit and effecting the deenergizatio'n ofthe stick relay 59, andthus Without. a further interventiononthe part: ofthe enf gineman, all the circuits controlling the elec tromagnet 10 willbe open to bring the vehicle to a halt, Howev-er, with the assumption being therefore possible only after the change of indication has been received and after the restrictive speed has been assumed.

For manually operating the contact mechanism 47, 62 we preferably provide a controlling means of the type disclosed in the application of AaG Shaver, Serial No.

634,053 of April 23, 1923, the said circuitcontrolling means generally comprising the stem part 63 heretofore referred to and a push button part 69 so inter-related with the stem part that an actuation of'the; push button will produce a single mechanical impulse operation of thestem 63 so that if a the stick relay 59 is not'en-ergized by closing of the contact mechanism 47, theste n and the connected contactparts will move to open position independently of t-hereturn of the push button device .tov normal posi-v tion, With this construction, it will be noted that the pushbutton cannot be held bythe engineman in its ascended position so as to thwart .or negative the operation of the automatic control mechanism, the integrity of the control of the stick relay, by means of the indication selector and the speed controller being thereby maintained.

For the purpose of informing the engine- 7 man When the operation of, the. push button will be fruitful in iorestalling or modifying an automaticoperation of the electro-- magnet 10, and more specifically when the train has been brought to or below the predetermined, speed,fWe provide a signalling .means 70 which may comprise a lamp connected to the conductor 40 by means of a conductor 71 and to a back contact 72 by means of a conductor .73. :With this circuit arrangement, it will .be manites that:

Under clear running conditions irrethe medium speed and low speed circuits are openat the indicating means 14, 14'.

. b. When, however, the indicating means 14 assumes the position Z) under acaution? indication, the signalling means will be unonlyjvhen the; medium speed limit is reached, thus informing the engineinan that the manual operation of his push key will make eflective the medium speed. control cir- I cuit, and

0. When the indicating neans 14 assu1nes the :position 0' under a danger indication,

the signalling means will become energized only when the speed of thetra n has been reduced to the ,low permissive speed,

thus informing the englnen'ian that under thiscondition his manual intervention w ll be effective foiinaking operative the. low speed control circuit. g

It may at times be desirable to. enforce; an acknowledgment on the part ofjthe, en'- gineman when the train running under a restriction passes a control statron imposing the same restrictioinas for examplefwhen train running under caution conditions shoe is in the elevated positiomas wellias when the shoe moved to the descended position, the switch means i is closed. Since the switch 53 is placed .in a partcom- 11101110 both the medium and low speed.con-

trol circuits, it will be'seen that if either of these circuits is operative (,dui'ing caution? or danger. running), the opening of the switch means will open either of these circults, necessitating- .the. manual control of the stick relay mechanism. It will be understood, however, that this control may be eliminated if desired by the elimination of the conductors and 5a and switch means 5-3, and bythedirect connection of the conductors 51and 55.

Referring now to Fig. 2 of thedi'awin'gs, .we show a modif cation of our system in which with certain changes of indica ion, such asfrom-clear to danger, the fore- ,stalling or the prevention of the automatic operation may be made efi'ective p ior .aS well as subsequent to the change .of ndication; and under other conditions, a e-when the indication changes from caution to dangeif no acknowledgment on t-he part o f-the engineman ifs-necessary provided the train has been reduced to the perniissive speed under a danger?! indication.

Referring more in detail. to Fig. 2, the

shoe'mechanism, th vigan o -tlie indication selector, the speed controller, and the brake controlling magnet are substantially of the same construction as that heretofore described in connection with l ,and are indicated by similar reference characters.

The stick relay 59, however, is of. the slow releasing type. I

Under 1 normal running conditions ]the electi'omagaiet 1'0 is energized .by ithe rcircuit comprising the battery 11, resistancer, conductor 13,;makeand break means 14 in p01 sition'a, conductor 15, back contact 75,-;con-Q nd. I 1l 1'7 tact mechanism isand zo; r

1 Upon a changeof indication from clear all to caution the indicating means 14: is

moved from theposition a'to positionfb,

breaking the normal circuit for the electromagnet 10, the medium speed controlcircuit beingfin a position "to be -closed by inter yentionofthe engineinan provided thesp'eed' hasbeenreduced to 'th e medium limit, the

saidcircuit comprising the battery 11, res stance r, conductonl8, indicating means 1 4 n position b, conductor 48, 'c0ntacta9,

speed controller46, common contact 50, con. i

ductor151, contact mechanism 47, front con:

tact 5.7, conductor 58, s-lowrelease relay 59,-

conducto'rsl6O and 20. When this circuit is closed the electrom'agnet 10 is energized, this elfectromagnet' being connected in parallel with the stick relay 59 and its contact mech anism a7, 57 by means of the conductors 18,

17 61",. contact mechanism 62, front contact l 6tpan'dconductor 65, Thus with a'change from clear. to caution, the operation is similar ,to that heretofore described for Fig. -1 the system in 2, however, the low speed control circuit is not under the control thereof, "so that the lowspeed control circuit of the indication selector and is independent 5 may be made effective before, duringior after a change of indication has been produced provided the speed of the trainis 'at or below the low permissive speed. This low speed control circuit comprisesithe battery 11,. resistance r, conductor 76, contact 77,

speed; controller 46, contact 50, conductor 51,

contact mechanism 47, 57,"conductor 58,'relay 5 9", and. conductors :60 and 20, Thus with a change offin'dicat'ion from clear to danger an acknowledgement on the part of theengineman is made necessary by "the operation .ofathe push key 69', which acknowledgement may be 'made, however, prior .to the shoe22 passing the ramp 21, the

low speed control circuit becoming effective ifthe speedis belowlthelow permissive limit; With this describedarrangement, itiwill he "also understoodthat when the indication selector is operated-to produce a change from clear ;to' caution, while the placing of the train under themedium restrictive speech 1 is made possible only after a change of in; dication is produced,Jas heretofore recited,

the placing of the train under the control of the-flow [permissive speed is possible either before oriafter the-change of indication is "produced provided" the speed" of the train is 211301} belowthe low limit. I Uponfa change of indication from tiO o ,dange with thesystem show i in, Fig; 2, since the medium speed cont ol circuit is closed at the contactmechanism t7,

, 5 ing the full burden of eiiic-ient dispatch of the train upon the engineinan, and the train 'is' automatically controlled to prevent any.

misuse or nus-operation of the train in disregard of roadside requirements. It will be further noted that a plurality of indications and a plurality of speed. restrictions may I be imposed or produced by means of simple co-ordinated mechanism, each instrumentality being controllable either automatically or manually for producing the diflerent running'condit'ion's. i

While we'have shown our invention in the preferred forms, it will be apparent that numerous changes and mou ficatlons may departing from the spirit of the invention,

defined in the following claims.

'lVe claim:

1. In a manual-automatic speed control system for vehicles, a vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in response to roadside conditions for producing a clear or nonclear indicatiom'means under the control of said indicating means in fclear. indicating position for producing a normal operation of the said device, additional means under the control of the speed of the train and of said indicating means in non-clear?" indicating position. for controlling the operatio'n of the said device sorjth'at when and only when the indicating means "is changed roin its clear to' its non-clear position and the speed of the vehicle is ator' below "a permissive speed, the said device may be operated by intervention of the engineman to maintain its normal operation but with- ;out such interventionand with the change I of'the indlcatingmeans to the non-clear position the device will be automatically op- V "erated to reduce the speed of the vehicle, such automatic operation persistingregardless ofthe subsequent decrease of speed of the vehicle below the permissive speed, and manual means under the control ofthe engineman for operating the said additional means to restore the normal operation of the device when the speedof the vvehiclehas been reduced to or below the said permissive be made in the structure disclosed without or below such speed.

2. In a manual-automat1c speed control trolledby the indicating means in clear position, a second and normally inoperative circuit for the device controlled by the contact mechanism and the make and break indicating means in thenon-clear position, the'said second circuit being operable so that when and only when the indicating means is, operated from its clear to its non-clear position and 'the speed of the vehicle is reduced from a speed above to a speedat or below a permissive speed, the circuit is in a condition to be operated by intervention of the enginemanto maintain the normal operation of said device but without such intervention will remain inoperative so that the change'of the indicating means to the nonclear position will automatically operate the device to reduce the speed of the vehicle,- such operation persisting regardless of the subsequent decrease of speed of the vehicle below the saidv permissive speed and manualmeans for operating the said second circuit when the speed of the vehicle has-been reduced to or below, the said permissive speed so as to permitvehicle movement at or below such speed. 7

I In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising an electrically operated device, a make andbreak indicating means operable into a clear or"non-clear position, aspeed controlled contact mechanism, a normally closed circuit for energizing the device controlled by the indicating means in clear position, a second 'and normally opencircuit for the device controlled by the contact mechanism andthemake and break indicating means in the ,non-clear position, the said second'circuit being operable so that when and only when the indicating means is operated from iteclear to its non-clear position and the speed of the vehicleis reduced froma speed above to a speed so as to permit vehicle movement at speed at or below a permissive speed, the" circuit is in a conditiontoabe' closed by intervention of the englneman to maintainthe normal energization of said device but without such intervention willremain open so thatthe change of the indicating means to the non-clear p0S1t1011'W1ll automat cally deenergize the "device, such dee-nergization persisting regardless ofthe subsequent de crease of speed of the vehicle belowthe said permissive speed and manual means for closingthe said'second circuit effective when the speed of the vehicle has been reduced to or below the said permissive speed'so as to again energize the device to permit vehicle movement at orbelow such speed.

, 4. A manual-automatic speed control system for vehicles, comprising vehicle'carried mechanism including an electrically operated device, a make and break indicating means operable into a clear or non-clear 'position, a speed controlled contact mechanism, a normally operative'circuit for the device controlled by the indicating means in clea=r" position, a secondand normally inoperative circuit for the device controlled by thef'contact mechanism and'the make and break in-- dicating means in tlie-non-cleaifi position,

the said second circuit being operableso'that' when and only when tlie indicating "means is operated from its clear to its non-clear position and the speed of the vehicle isred'uced from a speed above to a speed'ator below a permissive speed. the circuit "is in a condition to be operated by intervention of tlie'enginemanto maintain the normal'opera tion oft said device but without such inter such speed, and intermittently eil'ective road-5 side mechanism for operating the indicating means to its clear or non-clear positions.

5. 'In amanual-automatic vspeed control system for vehicles, vehicle -carried mechanism comprising an electricallyoperatedde: vice, a make and break" indicating means operable into a clear; or non-clear posi-= tion, a contact-mechanism, a speed controlled contact mechanism, anorinally operative circuit connecting the device and the make and break indicating means in clear, 'posi tion, a second and normally -.inope rative cirfcuit for controlling the dev ce:andconnect ing the contact mechanism,- the speed controlled contact mechanism'andthemake and break indicating means Operable so "that when and only when'the indicatingmeans is operated to its non-clear position and the speed otithe vehicleis reduced troma speed above to a speed at or below a permissive speed the said device'may beioperatedby intervention of the engineman .to maintain 7 its normal operation but without such inter-f vention and with achange of the indicating means to the non-clear posit on'," the device will be automatically operated to an abnormal condition and such 7 automatic operationwill' persist regardless of the subsequent decrease of the speed otthefvehicle below the permissive speed, and. manual means under the control of the engineman tor'oper ating the said contact mechanism when the speed 'ofthe vehicle has been reduced to or below the permissive speed to render the said second circuit operative for, restoring the normal operation of the device.

nism-colnprisiiig a device for controlling the movement ot the vehicle, an indicating means operable in response to roadside condltlOllS for producing a clear, or non clear indication, means under, the control of sa dindicating means in clear position I e 6. In a manuahautomatic speedfcontrol I system 'for vehicles, Vehiclecarried-mocha for producing a normal operation oftlie said device, means under'the control of the speed of the trainfand of said indicating *meansin non-clear position for controlling the-oper ation of the said device so that wheniand only whenthe indicating means is operated from its clear to its non-clear position and the speed of the vehicleis at or below a permissive speed, the said device may be operatedby intervention of the enginemanto maintain its normal operation upon a change of the indicating'means to the non-clear position but without such intervention and with'a change of the indicating means to the non-clear position, will be automatically operated to reduce the speed of the vehicle.

7. Iil' a manual-automatic speed "control system tor vehicles, vehicle carried mechanism comprising anelectrically operated device, va make and break indicatinguneaiis operable into a clear.. ornon clear position, a stick relay contactmechanism, a speed controlled contact =inechanism, a circuit for controlling tlie deviee and connectmg the stickrelay contact mechanism, the

speed controlled contact mechanism= and the make and break indicating means in nonclear"p osition, the circuit being-normally open at the stick contact mechanism and at themakeand break mechanism in nonclear position, and being operable so that Whenand only when theindieating me-ans is operated to its non ctlear position and whenythe speed otthe vehicle-is moving at or {below a permissive speedthe said stick contact' mechanism may be operated by in-. tervention of the eng n'eman-to close the air-- cuit and'maintamthe same closed for maintaining'a normal operation of said device Ibutwithoutvsuch intervention and with the clear position, the circuit will remain open vice. V a '8.- In a manual-automatic speed control system for vehicles, vehicle carried mechanism'comprisinga device for controlling the i I movement of the vehicle an indicating means operable, in accordance with roadside conditions for indicatingfclear, caue 13) cliange of the indicatingmean-s to-the non 'to produceanlabnormaloperation of the detionivand danger conditions neans for operating thedevice to permit movement oi the vehicle above a medium permissive speed when the indicating means indicates clear and for automatically operating said device to bring the-vehicle to a halt when the indicating meanschanges from clear to caution or from"clear toj dangei, and means operable by the engineinan effective only when such a change of indication 'isproduced for preventing ormodifyingthe automaticoperation of said device provided that the speed of the vehicle is at or below the medium permissive speed it the indicating means is changed from clear to caution and is at or below. a low permissive speed it the indicating means changes from clear to -danger. H I 9. In a -Inanual-automatic speed control systeni tor vehicles; vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating clear, Calif/i011? and danger conditions, means for operating the device to permit movement otth'e vehicle abovefa medium permissive speed when the indicating means -indicates;clear andior automatically operating said device to bringthe vehicle to a halt-when the indieating means changes from clearto caution or from clear to danger; and

means operable by the engineinair etlective only when such a change of indication is produced for preventing or modifying the automaticoperation of said device and for placing the said device under the control of the speed of the vehicle provided that the speed of the vehicle is at or below the medium permissive speed if the indicating imeans is changed from clear to caution and is at or below a low permissivespeed ifthe indicating means changes from clear to danger.

10. In a-manual-automatic speed control system for'vehicles, veh1cle carried mechaf nism comprising a device for controlling the 'movement of a vehicle, an indicating means 1 operable inaccordance with roadside condie tions for indicating clear, caution and dangerv conditions, means for operating the device to permit movement of the vehicle above a'inedium permissive speed when the indicating meansiindicates clear and for automatically operating said device to bring the'vehicle to a halt when the indicating means changes from clear to cautionv or from clear to danger, me ans operable by the engineman and eiiective only when the change of indication of the indicating means .from clear to caution isproduced for preventing or modifying the automatic operationoi said device and for placing the vehicle under the control otythe medium permissive speed provided that the speed of the vehicle is at or be'low said permissive speed, and means operable by the engineinan and eiiiective only when the change ofindication from clear to danger is produced for preventing or modifying the automatic operation of the device and for placing the same under the control of the low permissive speed provided that-the vehicle speed to bring the vehicle to a halt when the indieating means changes from clear to caution or trom clear to dangei, means operable by the engineman'. effective only when such a change of indication is produced for preventing or modifying the automatic operation of said device provided that the speed of the vehicle is at or below the medium permissive speed it the indicating means is changed from clear to caution and is at or below a low permissivespeed it the indicating means changes from clear to ,danger, and signalling means for indicating to the engineman when witha change of ind cation from clear to caution the speed of the vehicle reaches the medium permissive speed and when with a change of. indication from clear to'dan-' ger? the speed of the vehicle reaches the medium permissive speed. i

12. In combination with the nianual-a'utov 'matic speed control system of claim 1, signalling means forv indicating to the engine man when with the change ofindication of the indicating means from clear to nonclear the speed of the vehicle'reaches the medium permissive speed. 7 I ,i

13. In a manual-automatic speed control system for vehicles, vehicle carried lmecha nism comprising a device for controlling the. movement of the vehicle 7 an indicating means operable in accordance with roadside conditions for indicating caution? {and danger? conditions, fineans'tor operating I the device to permit movement of the vehicle below a medium permissive speed when the indicating means indicates cautionand for automatically operating said device to bring the vehicle to a halt when the indicating means changes from caution to'danger, andmeans operable by the engineman both when or afterthe indicating means changes from cautionfto danger ior preventing-or modifying the automatic opera tion. ofsa d device provided that the speed of the vehicle is "at orbel'ow a low permissive p d i 1,; p 7

14. Ina manual-automatic speed control system-for vehicles, vehicle carried mechanism comprising a device for controlling the movement of the vehicle, an indicating means operable in'accordance with roadside conditions for indicating f caution and danger conditions, means for operating the device to permit'movement' of the vehi cle below a medium perm ssive speed when the indicating means indicates caution and for automatically operating said device to bring the vehicle to a halt when the indicating means changes from caution to dan- 'ger, and means operable the engineman both when or after the indlcatmg mean-s changes from caution to danger and etfectiveonly when the. change oi indication is produced for preventing or modifying the automatic operation ofsaid device provlded that the speed of'the vehicle is at or below a low permissive speed.

15. In a manual-automatic speed control system for vehicles, vehicle carried mechanism comprising a device for'controlling the movement of the vehicle, an indicating means operable in accordance with roadside conditions for indicating clear, caution and danger conditions, means for operat- 1 ing the device to permit movement of the vehicle above a medium permissive speed when the indicating means indicates clear,

to permit movement below a medium permise sive speed when the indicating means indicates caution, to also permit movement below a low permissive speed when the indicating means indicates danger,'and for automatically operating said device to brlng'the vehicle to a halt when the indicating means changes from clear to caution or from clear to danger or from caution to danger, and means operable. by the engine man for preventing or modifying the automatic operation of said deviceto permit the train to move at the permissive speedsprovided that the speed of the vehicle is at or below the medium permissive speed if the ing the device to permit movement of the vehicle above a medium permissive speed when the indicating means indicates clear, to permit movement below a medium permissive speed when the indicating means i11 dicates caution, to also permitmovement below a 'l'owpermissiv'e speed-when the indicating means indicates"danger,f and. for

automatically operating said device to'bring the vehicle to a halt when the indicating means changes fron'ficlear to caution or from clear to danger or from caution to danger, and means operable by new: gineman effective only when a' change of in,- dication is produced for preventing or'mod1- I tying the automatic operation of said device to permit the train to move at'the permissive speeds provided that the speed of the vehicle is at or below themedium-permissive speed if the changeof indication is fromclear tocaution, and at or below the low permissivespeed if the change of indication is either from clear to danger or from c aution to danger.

17. In a manual-automatic speed control system for vehicles, avehicle carried electrically operated device, avehicle carried make and break indicating means, a speed.

controlled Contact mechanism, 'anor mally inoperative circuit for the device controlled by the contact mechanism and the make and break indicating means, the said circuit being operable so that when the indicating means is operated to close the make and break means and the speed of the vehicle is reduced to or below'a permissive speed, the circuit is in a condition to be operated. by

intervention of the engineman to maintain a normal operation of said device but without said intervention will remain inoperative, manual means operable by theengine man for rendering the'said circuit operative when the make and break means is closed and the speed is at or below the permissive speed, and cooperative roadside and vehicle carried. means for intermittently affecting the said circuit in the movement of thevehicle to render the same inoperative rega-rdless of the position of the make and break means whereby intermittent manual inter vention is necessitated. I

18. In a manual-automatic speed control system'i or vehicles, a vehicle carried electrically'operated device, a make and break indicating means. a speed controlled contact mechanism, a stick relay contact mechanism, a normally inoperative circuit for the device controlledjcombinedly by saidcoutact mech anisms and the make and'break indicating means, the said circuit being operable so that when the make and break means is closed and the speed of the vehicle is reduced to or below a permissive speed to close the speed controlled contact mechanism, the circuit is in a condition to be operated by the A manual closing of the stick relay contacts mechanism, means operable by the engineman for closing said stick relay contact mechanism, and cooperative vehicle and roadside means for intermittently aflecting the said circuit in the movement of the-ver Niagara Falls, in the county of Niagara and 10 hide to render the same inoperative regard- State of New York, this 6th day of October, less of the condition of the make and break A, D. 1923. I means whereby the saidcircuit if operative I ALLEN B. KENDALL.

U will be rendered inoperative at the stick relay contact mechanism: so that intermittent Signed by said BENJAMIN W. MEIsEL, at finanual intervention on the part of the en- Chicago, in the county of Cook and State "gineman is necessitated. of Illinois, this 15th day of October, 1923.

Signed by-said ALLENB, :KENDALL at BENJAMIN W. MEISEL. 

